Mine locomotive motor torque arm



May 1 1951 D. HAGENBOOK 2,550,690 MINE LOCOMOTIVE MOTOR TORQUE ARM 4 Sheets-Sheet 1 1 E fin wk y 0 W.

Zoo/ M Filed April 14, 1945 4TroQ E May 1, 1951 D. HAGENBOOK MINE LOCOMOTIVE MOTOR wonqus ARM 4 Sheets-Sheet 2 Filed April 14, 1945 May I, 1951 L. D. HAGE'NBOOK 2,550,590

I MINE LOCOMOTIVE MOTOR TORQUE ARM Filed April 14, 1945 v r 4 Sheets-Sheet IN V EN TOR.

L o yllHagenbook ATroIaNEY L. D. HAGENBOOK May 1, 1951 l MINE LOCOMOTIVE MOTOR TORQUE ARM 4 Sheets-Sheet 4 Filed April 14, 1945 05% 4 T TO I? IVE Y CM 7P Patented May 1, 1951 MINE LOCOMOTIVE MOTOR TORQUE ARM Loy D. Hagenbook, Chicago, Ill.,, assignor to Goodman Manufacturing Company, Chicago, 111., a corporation of Illinois Application April 14, 1945, Serial No. 588,355

9 Claims. (01. 105,132.1)'

This invention relates to improvements in mine locomotives, and more particularly relates to an improved form and arrangement of support for the motors of an electric mine locomotive.

In electric mine locomotives, which are usually of a short wheel and spring base, there is a tendarmy for the pull on the drawbar of the locomotive to tilt the locomotive frame. This may reach such proportions as tobe extremely objectionable and may be so great as to unbalance the frame.

The principal objects of my present invention are to overcome tilting of the locomotive frame by the pull of the drawbar thereon, by providing a novel form and arrangement of motor support so arranged that. the motor reactions will offset the tendency of the drawbar pull on the locomotive frame to tilt the frame.

My invention may be more clearly understood with reference to the accompanying drawings wherein:

Figure 1 is a diagrammatic side view of a locomotive constructed in accordance with my invention;

Figure 2 is an enlarged fragmentary side view of the locomotive shown in Figure 1;

Figure 3 is an enlarged fragmentary plan view of the locomotive;

Figure 4 is an enlarged detail view showing certain details of the motor support in substantially longitudinal section; and

Figure 5 is a schematic illustration of a locomotive frame and stabilizer showing the forces acting thereon.

Fig. 5a is a force diagram for Fig. 5;

Fig. 6 is a schematic illustration of one of the motor assemblies I I; and

Fig. 7 is a fragmentary perspective view of Fig. 2.

In the embodiment of my invention illustrated in the drawings, a mine locomotive is shown as including a frame Ill supported on axles II, I I and track wheels I2, I2, through springs l3, l3 and equalizer mechanisms I4, I 4. Said frame includes a pair of parallel spaced side plates I5, I5 connected together at their forward and rear ends by means of suitable bumpers (not shown) and by floor plates l6, [5, which with said bumpers and side plates form end cabs for the locomotive. Coupling members ii, I? are suitably secured to said bumpers and extend therefrom and form a means for taking the drawbar pull of the locomotive. V

The axles II, I I are each journaled at their ends in journal boxes I9, I3, which are slidably mounted between vertically extending guide plates 20, 20 of pedestals ZI 2| formed in the side plates l5 of the locomotive frame. Said axle boxes are engaged at their upper ends on opposite sides of the side plates I5, I5 by equalizing bars 23, 23 extending along the inner and outer sides of said side plates and connected together at their forward and rear ends. Said equalizing bars are likewise connected together intermediate their ends by means of connecting members 24, 24 extending through openings 25, 25 in the side plate I5 and forming seats for the springs I3; I 3. Said springs extend upwardly within said openings and engage members 21, 21 mounted in the upper sides of the openings 25, 25 and forming seats for the upper ends of said springs. The ends of said equalizing bars project beyond said axle boxes, and said projecting ends are each herein shown as being connected with a fluid operated snubber 29. Said snubbers are mounted in openings 30, 33 formed in each side plate l5, through which the ends of said equalizers extend, and form a means for snubbing the action of the springs I3, I3.

Each axle II has a motor 31 journaled thereon in a well known manner. Said motors extend rearwardly from said axles towards each other and are herein shown as being electric motors of a well known form having drive connection with their respective axles through spur gear trains 32, 32 enclosed in gear casings 33, 33. The drives from said motors to said axles are of a well known form and are no part of my present invention so are not, herein shown or described in detail.

Each motor 3i is shown as having a pair of parallel spaced connecting members 35, 35 extending therefrom towards the center of the locomotive, which connecting members are herein shown as being formed integral with the motor casing. Each pair of said connecting members has a yieldable motor support link 36 pivotally connected therebetween on a pivotal pin 31.

Each motor support link 33 includes a cylinder 39 having an ear 4 projecting therefrom and pivot ally' connected between the connecting members 35, 35 on the pivotal pin 31. A plunger 4| is extensibly mounted within said cylinder. Said plunger is pivotally connected at its outer end between a pair of support members 42, 52 mounted on and depending from a cross frame mem-- ber 43, connected between the insides of the side plates I5, I5. A compression spring 44 mounted within said cylinder is provided to yieldably restrain said plunger froni movement with respect to said cylinder in either direction. Said compression spring encircles a sleeve 45 mounted on said plunger and abuts a collar -5 held to the inner end of said plunger by means of a nut ii. The opposite end of said spring abuts a collar 48 mounted on said sleeve and abutting a shouldered portion 49 of said plunger, and also abutting a retaining cover 59 threaded on the outer end of said cylinder. The collar 45 also abuts a shouldered portion 5! of said cylinder to cause said spring to yieldably restrain inward movement of said plunger with respect to said cylinder.

The point of connection of the outer end of the plunger 4| (Fig. 4) to the support member 52 is so positioned that the motor support reactions through the motor support link 3-;- will be transferred to support member 23 on a line extending longitudinally through motor support link and intersecting a line extending through the centers of the two axles H at a predetermined distance from the axle upon which the respective motor is mounted. This distance is such as to counteract the tendency of the drawbar to tilt the locomotive frame and applies when either one or two motors are provided to drive the locomotive. This distance is determined by the relationship where B=wheelbase of the locomotive 1-=radius of track wheels, and

H=height of the center of pull on the drawbar above the locomotive rails.

The above Equation 1 may be derived as follows:

First, referring to the Figs. 2 and 5 and assuming the locomotive frame i9, equalizer bars 14 and springs l3 together comprise a free body which is entirely independent of the wheel and motor assembly.

Let

P=backward force exerted on the locomotive by the drawbar pull.

R=reaction of force P exerted through link 36. (For simplicity, this reaction initially will be considered as applied entirely through the lefthand link 35 (Fig. 5) instead of divided between the two links).

Rv=upward component of R.

V1 and V2=upward components of Rv as exerted through rear and front axles, respectively.

L=length of lever arm determined by distance from center of rear axle to the axis along which reaction R is acting.

X=distance from the rear motor axle to the point on the wheelbase line where the motor support reaction causes the frame to remain in equilibrium (i. e., where V1=V2).

. ing on the body are taken about M which is located on the wheelbase line midway between the axles. Three forces are involved: P, acting on lever arm (r-H). V1, acting on lever arm And V2, acting on lever arm Equating these moments about M,

This simplifies to Now, considering moments taken about the front axle, since the couple VlB is generated by the couple Rv(B-X) they are necessarily equal, thus:

Likewise, considering moments taken about the rear axle,'since the couple V2B is generated by the couple RVX, they are necessarily equal, thus:

(4) V2B=RvX Rearranging, Equations 3 and 4 become R B X) Since Rv is an unknown it will be expressed in terms of X plus knowns as follows: Consider Fig. 6 which treats the rear motor assembly alone as a free body. There are five forces acting on this free body.

In equating the moments about the above free body, the first three forces may be disregarded if the moments are taken about the rear axle itself. Thus,

('7) RL=P'r and, because P=P,

(8) RL=Pr Since RV is the vertical component of R,

(9) RL=RvX Substituting (9) and (8),

(10) RuX=PT Rearranging P1 (11) RW Now substituting (11) in (5) and (6),

Pr(BX) Pr --X X Pr LT? Substituting the above values of V1 and V2 in Equation 2% ail?) :It will be-seen ;f;rom the foregoing derivation that the couple produced :by the drawbar pull,

which tends to rotate the locomotive frame ina counterclockwise direction, equals the couple produced by a single motor and motor frame .31

which te-nds to rotatethe locomotive frame *in a clockwisedirection when the relationship expressed in the-above Equation :1 is met.

bar moment P,(r-H9. other-words,

ow. s nce R s" The above relationship maybeprovedby solvris' pdcp n entl forY, s bsti ut n the a u o Equa ion and reduci g one side of the equa i n to u li y w th he oth r a follows:

The rah-1e cl may be determ ne 1min similar triangles in ffiss. :5 and do, a .i'ollows By inspection of Fig. 5g,

Substituting for Z in (22) fi lbdiili l il g 0 12.39331 Eq ation .1,

Now, go ng back to Equa ion 19 a d substitutins for if 6 Substituting on th leftside of (-269 and s mnlifvins Thus, the relationship expressed in Equation 19 is proved. therebydemonstr atins that th relationship is appiicable to both two.- and four-wheel drive locomotives for effectively, positively and an tomatically counteracting the tilting moments created 'by the drawbar pull.

It may be seen from the foregoing that a Sim plified form of motor support'has been provided for the motors of an electric locomotive, which is so arranged that-the line of motor support reaction passes through a line extending through the centers of the two axles at such distances from the axles as to exactly counteract the effect of the drawbar pull of the locomotive to tilt the locomotive frame.

While I have herein shown and described one form in which my invention'may'be embodied, it will be understood that the construction thereof and the arrangement of the various parts may be altered without departing from the spirit and scope thereof. Furthermore, I do not wish to be construed as limiting my invention to the specific embodiment illustrated, excepting as it maybe limited in the appended claims.

I claim as my invention:

1. In a short wheel base electric locomotive having a main frame, track wheels and two longitudinally spaced axles yieldably supporting said main frame, an electric motor journaled adjacent one of its ends on one of said axles, gearing connecting said motor with said one axle for drivin said axle from said motor, coupling means for taking the drawbar pull of the locomotive at a point spaced "vertically from an extended line extending through the centers of said axles, and support means for said motor so arranged as to hold said motor from turning about said one axle and to neutralize the tipping effect of the drawbar pull on said main frame including a motor support memberextending from said motor and connected with said main frame at such an angle that the line of motor support reaction passes through a line intersecting a line extending through the centers of the two axles at a predetermined distance from the axle on which said motor is mounted.

2. In a short wheel base electric locomotive having a main frame, a drawbar on said main frame, track wheels and two longitudinally spaced axles, spring means for supporting said main frame on said track wheels and axles, an elec tric motor journaled on one of said axles adjacent one of its ends, gearing connecting said motor with said one axle for driving said axle from said motor, said drawbar taking the drawbar pull of the locomotive at a point spaced vertically from an extended line extending through the centers of; said axles, and support means for said motor so arranged as to hold said motorlrom turning about said one axle and to neutralize the tipping effect of the drawbar pull on said main frame including a motor'support member connecting said motor to said main frame and so arranged that the line of motor support reaction intersects a line which passes through the centers of said two axles at a predetermined distance from the axle on which said motor is mounted, said distance being substantially determined by the formulav .on said track wheels and axles, an electric motor journaled adjacent one of its ends on of said axles, gearing connecting said motor with said one axle for driving said axle from said motor, said drawbar tak ng the drawhar pull of the locomotive at a point spaced vertically from an extended line extending rough the center of said axles, and means for holding said motor from turning about said axle and neutral-- izing the tipping effect of the ar puli on said main frame including a bracket on said 'na n frame, and a motor support co: m said motor and said bracket, extending at such an angle .K motor that its line of motor su substantially passes through a a line passing through the co axles at a predetermined Where B is the Wheelbase of the locomotive, T is the radius of the wheel, and E1 is the height of the drawhar above the rail.

4. In a short wheel base electric locomotive having a main frame, a drawbar on said main frame, two axles having track wheels thereon,

said main frame and a vie connected between said motor said said motor support extendi g at an angle with respect to said motor and its line of motor support reaction passing through a intersecting a line passing through the cel of the two axles at a distance substantially determined by the formula where B is the wheelbase of the locomotive, r

.is the radius of the wheel, and the height of the-,drawbar above the rail.

5.-In'a short wheel base electric locomotive having a-main frame, a drawbar on said main 8 frame, two axles having track wheels thereon, spring means for supporting said main frame on track wheels and axles, an electric motor journaled adjacent one of its ends on one of said axles, gearing connecting said motor with said one axle for driving'said axle from said motor, said drawhar taking the drawhar pull of the locomotive at a point spaced vertically from an extended line extending through the centers of said axles, and means for yieldably holding said motor from turning about said one axle and neutralizing tipping effect of the draw'car pull on said frame including a bracket on said main f1 and a yicldahle motor support link pivotally connected between said motor and said bracket, said motor support linl; extending at an angle with respect to said and its line of motor support reacti passing through a line intersecting a line ough the centers of the two axles at a distance substanlly determined the formula:

voar alcove the rail.

short wheel case electric locomotive main frame, a drawcar on said main two longitudinally spaced said s, spring means for supporting f track wheels axles, an elect 2 motor ouroaled adlacentor e of its ends o lecting said in driving said axle fr d aking the ull of the locomotive a spaced rtifrom an extended line extending through he centers of said axl s, and means for yieldaoly holding said motor from turning about said one axle and neutralizing the tipping effect of the drawcar pull on said main frame including a member extending iron said motor a direction away from said one axle, bracket on said main frame, and a yieldac-le motor support link pivotally connected between mein er and said bracket, said motor support link ex 'ending at an angle to id inert and its line of motor support reaction hng through a line intersecting a line passing through the centers of the two axles at a distance substantially determined by the formula V B 1" e a where B is the wheel-case the locomotive, r is the radius of the wheel, an H is the height of the drawbar above the rail.

Z. in an electric locomotive, a main frame, a dra i bar at each. end of main frame, track wheels and a pair of axle" t erefor, spring means for supporting f no on said track eels and ai'es, i'elec c motor journal-ed on each of 84-1. axles, gearing co necting each motor with its associated axle, for driving said axles from said motors, and means counteracting the tendency cf said motors to turn about said axles and neutralizing the tipping effect of the drawbar pull on said frame including a motor support each motor, said motor supports being connected hetween said frame and said motors at such angles wi respectto their motors that their lin s of motor support reaction pass through a line intersecting a line passing through the centers of the two axles at predetermined distances from the axles on which the motors are mounted, said distances being substantially determined by the formula where B is the wheelbase of the locomotive, r is the radius of the wheel, and H is the height of the drawbar above the rail.

8. In an electric locomotive, a main frame, a drawbar at each end of said main frame, track wheels and a pair of axles therefor, spring means for supporting said main frame on said track wheels and axles, an electric motor journaled on each of said axles, gearing connecting each motor with its associated axle, for driving said axles from said motors, and means counteracting the tendency of said motors to turn about said axles and for neutralizing the tipping effect of the drawbar pull on'said main frame including a yieldable motor support for each motor, said motor supports extending in angular relation with respect to each motor and the lines of motor support reaction passing through a line intersecting a line passing through the centers of the two axles at distances substantially determined by the formula where B is the wheelbase of the locomotive, r is the radius of the Wheel, and H is the height of the drawbar above the rail.

9. In an electric locomotive, a main frame, a drawbar at each end of said main frame, track wheels and a pair of axles therefor, spring means for supporting said main frame on said track Wheels and axles, an electric motor journaled on each of said axles, gearing connecting each motor with its associated axle, for driving said axles from said motors, and means counteracting the tendency of said motors to turn about said axles and for neutralizing the tipping effect of the drawbar pull on said main frame including a yieldable motor support for each motor including a member projecting from each motor in a direction away from the axle on which said motor is journaled, a pair of brackets on said main frame, and yieldable links pivotally connected between said members and said brackets, said links being pivotally connected to said members for pivotal movement about substantially coaxial axes and the line of motor support reaction through said links intersecting a line passing through the centers of the two axles at distances from the respective axles on which said motors are mounted determined substantially by the formula B r 2 H where B is the wheelbase of the locomotive, r is the radius of the wheel, and H is the height of the drawbar above the rail.

LOY D. HAGENBOOK.

REFERENCES CITED 'The following references are of record in the file of this patent:

UNITED STATES PATENTS 

